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AUTO Application 1UZ-FE Wiring
What you can Expect:
Upon completion of the modifications to your engine harness, it becomes a standalone system that utilizes the Original Equipment Manufacturer (OEM) management. This system can be integrated into any vehicle as an engine swap.
Our process involves deconstructing your engine harness and then reassembling it. This results in a neater harness and eliminates any wiring that will not be used in your system. For instance, if you are running a track car, the Exhaust Gas Recirculation (EGR) would not be needed and would be removed. This applies to all unnecessary wiring in the system. We then incorporate a fuse box into the harness and wire the body to ECU connectors into the harness and fuse box, creating a unified system.
We also wire in a client plug. This is the connector that you will be wiring into your vehicle. The main client plug consists of three wires to start the engine: Ignition, Crank signal, and Fuel pump power supply. This allows for the possibility of starting the engine on your garage floor before building it into your project.
For the cluster, we supply the oil light, temperature, charge light, and rev counter. This concludes the main client plug. For automatic applications on the 1UZ-FE, we also apply an additional client plug that offers Park, Reverse, Neutral, Drive, Overdrive, two, and L. These signals can be used for things like dash lights, reverse light signals, and the overdrive switch.
We then replace any split tubing that has become brittle and broken and then wrap the entire harness in a fabric tape. Once this process has been completed, we install the harness onto one of our shop’s test engines and create a walkthrough video that also includes starting it up for a test run. This video is then compiled into a client video and uploaded to a folder to send to the client. We also include items such as welcome packs, shipping information, images of the harness, invoice, and the client plug pinouts.
The 1UZ-FE LS400 has a base price of $590, with an additional $70 for automatic applications. If your harness came from an SC400, then this has a base price of $690 plus the cost of $70 for auto application.
This costing is for the harness modifications and does not include connectors. Every engine harness is different, so it is not possible to include this in the price. Some clients’ harnesses require very few connectors, and others require many more. We charge for what you get.
If you decide to send us your engine harness, we will require a client form to be completed and sent in together with your engine harness and ECU. If you prefer, you can also send in the front section of the harness that supports the crank sensor and cam sensors, as well as the starter solenoid and knock sensor sections of the harness, as they become brittle and require repair most of the time.
Our turnaround time is dependent on the queue of harnesses we have in the workshop upon the arrival of yours. Harnesses are usually completed within a timeframe of between one and four weeks.
If you have any questions, please reach out to us. We are here to provide advice and guidance.
An example of what you will receive in video:
1UZ-FE OEM ECU Reliability
We would like to inform you that the service for modifying 1UZ non-VVT engine harnesses will soon be discontinued. This decision has been made due to the fact that the ECUs for these engines often require a rebuild, which can lead to unforeseen expenses for the customer. We do not offer computer rebuilding services, and unfortunately, ECU rebuilders cannot guarantee that your rebuilt ECU will function as expected.
As an alternative, we recommend opting for aftermarket engine management for non-VVT 1UZ engines. This approach eliminates the risk of unexpected costs and provides you with a programmable ECU. It’s important to note that the OEM non-VVT 1UZ ECUs have read-only memory and cannot be modified. This makes aftermarket solutions a more flexible and reliable choice for managing your engine’s performance.
Additional Information
The Toyota 1UZ-FE 4.0L Engine: Specifications and Reliability
The 1UZ-FE, the first in the UZ engine series, was a 4.0-liter V8 gasoline engine featured in Toyota and Lexus luxury and sports cars from 1989 to 2002, before being replaced by the 3UZ-FE engine. It succeeded Toyota's older V family engines, which were used from the 1960s through the 1990s. The 1UZ-FE engine is characterized by an aluminum cylinder block with thin cast-iron cylinder liners and a 90-degree angle between the cylinder banks, offset by 21 mm. It features six main bearings and a forged steel crankshaft with eight counterweights. To minimize rotational mass, it includes lightweight forged steel connecting rods, aluminum pistons, and induction-hardened connecting rod pins. In late 1994, the 1UZ-FE received updates such as a lighter crankshaft, connecting rods, shorter piston pins, and redesigned pistons. Its quiet and smooth operation is largely due to liquid-filled compound engine mounts. In 1997, it was further refined with a more rigid cylinder block to enhance quietness.
The 1UZ engine is engineered more like a racing powerhouse than your typical road car engine. It's equipped with an eight counterweight crankshaft, and its components are designed to be lightweight. The bore and stroke dimensions are almost perfectly square, which is quite unique. But the standout feature has to be the DOHC 32-valve aluminum cylinder heads. This is a stark contrast to the older V8 engines, which usually had a single camshaft in the cylinder block and OHV heads with just two valves per cylinder. The 1UZ-FE, on the other hand, features two camshafts per head—one for intake and one for exhaust, with four valves for each cylinder. The intake camshafts are belt-driven, while the exhaust camshafts are gear-driven by the intake ones. Instead of using hydraulic lifters, this engine uses solid aluminum alloy valve lifters and steel outer shim type valve adjusters. Initially, the valve stem diameter was 6.0 mm for both intake and exhaust valves, with the intake valves being 33.5 mm in diameter and the exhaust valves 28.0 mm. But in a late 1997 update, the valve diameters were increased to 34.5 mm for intake and 29.0 mm for exhaust, and the stem diameter was reduced to 5.5 mm.
The initial design of the 1UZ-FE engine showcased a simple ignition system, comprising two distributors along with two ignition coils. This engine initially employed multi-port fuel injection (MFI) technology until 1994, which was then upgraded to sequential multiport fuel injection (SFI). The Non-VVT-i variant came with a mechanical throttle body and was fitted with an aluminum intake manifold. Additionally, it featured an Exhaust Gas Recirculation (EGR) system, which was responsible for redirecting a portion of the exhaust gases back into the combustion chambers. These gases were cooled by the engine's coolant system located at the rear before re-entry. However, the EGR system was phased out in 1997. As for the exhaust configuration, it boasted stainless steel headers and monolithic-type three-way catalytic converters.
Engine Specifications:
- Manufacturer: Tahara plant
- Production Years: 1989-2002
- Cylinder Block Material: Aluminum
- Cylinder Head Material: Aluminum
- Fuel Type: Gasoline
- Fuel System: Fuel injection
- Configuration: V
- Number of Cylinders: 8
- Valves Per Cylinder: 4
- Valvetrain Layout: DOHC
- Bore: 87.5 mm (3.44 in)
- Stroke: 82.5 mm (3.25 in)
- Displacement: 3,968 cc (242.1 cu in)
- Engine Type: Four-stroke, naturally aspirated
- Compression Ratios:
- 10.0:1
- 10.4:1 (since late 1994)
- 10.5:1 (since 1997 for VVT-i engines)
- Power Output:
- 251-261 hp (191-195 kW) at 5,400 rpm (non VVT-i)
- 290-300 hp (216-224 kW) at 5,900-6,000 rpm (with VVT-i)
- Torque:
- 260-269 lb-ft (353-365 Nm) at 4,400 rpm (non VVT-i)
- 300-310 lb-ft (407-420 Nm) at 4,000-4,100 rpm (with VVT-i)
- Engine Weight: 364 lbs (165 kg)
- Firing Order: 1-8-4-3-6-5-7-2
- Engine Oil Weight: 5W-30
- Engine Oil Capacity:
- 5.0 liters (0.3 for oil filter) for 1989-1994 models
- 5.1 liters (0.3 for oil filter) for 1994+ models
- Oil Change Interval:
- 6,000 miles (10,000 km) or 12 months for 1989-1994 models
- 9,000 miles (15,000 km) or 12 months for 1994+ models
- Applications: Lexus GS 400, Lexus LS 400, Lexus SC 400, Toyota Aristo, Toyota Celsior, Toyota Crown, Toyota Soarer
Lexus V8 Enignes LLC
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